Valve-gearing for internal-combustion engines.



. C. DIETZE.

VALVE GEARING FOR INTERNAL COMBUSTION ENGINES. Armcmou flLED m. I8.1914.

1,272,018. Patented July 9,1918.

3 SHEETS-SHEET I.

' 7 Y W W INVENTOR C.- DIETZE. v

VALVE GEARING FOR INTERNAL COMBUSTIOI. ENGINES.

- I APPLICATION FILED NOV. I8. I9I 4. ,272,018. Patented July 9,1918.

. INVENTOR p7 BY I L ATTORNEY C. DIETZE VALVE GEARING FOR INTERNALCOMBUSTION ENGINES.

APPLICATION FILED NOV. I8. I914.

1 ,272,01 8; Patented July 9, 1918.

3 SHEETS-SHEET 3.

WITNESSES ATTORNEY STATES PATENT OFFICE.

CARL DIETZE, OF WINTERS-HUB, SWITZERLAND, ASSIGNOB TO BUSOH-SULZEEB.BBOS.- I

DIESEL ENGINE COMPANY OF ST.-LOUIS,

MISSOURI, A CORPORATION OF MISSOUBL vALvE-omame rofi INTERNAL-COMBUSTIONmamas Specification of Letters Patent.

Application filed november 18, 1914. sumac. 572,703.

To all whom it may concern: 7

Be it known that I, CARL Dm'rzn, a'citizen of the Empire of Germany,residing at Vinterthur, Canton of Zurich, Switzerland, have invented thefollowing-described Improvements in Valve-Gearing for Internal-Combustion Engines. p

The invention is a novel regulable valve gearing for internal combustionengines, more especially of Diesel or similar types; and comprises acompact and advantageous organization of parts wherein a single camshaft in combination withshiftable valveoperating members serves foroperating a. 15. or

plurality of admission valves for both ward and backward running. Ashereinafter illustrated, a-single mechanism may be provided: forshifting all or a plurality of the valves for regulation of time andduration of opening as well as for revers ing, or a mechanism adapted toact upon all the valves for urposes of reversing may be soconstructed asto be operable. for

regulation of admimion in respect to the fuel valve or fuel and startingvalves alone.

In the accompanying drawings: Figure 1 is an end elevation of the upperpart of an "engine having one embodiment of the valve gear andcontrolling mechanism; i

Fig. 2 is a plan View;

Fig. 3 is a side elevation showingtwd of v the cylinders with thegearing, parts'of which are broken away and omitted;

Fig. 4 1s a detail fragmentary side View of.

a'caln shaft and valve-operating.connections,

showing a modification;

Fig. 5 is an elevation of the end cylinder of a larger engine showinganother form of the valve gearing, the cylinder and air conduit beingpartly broken away and in section to show a supplementary air admissionvalve;

Fig. 6 1s a fragmentary elevationofflthe end cylinder of another engine,showing still another embodiment. of the invention;

Fig. 7 is another similar view, showing a further embodiment;

- Fig. 8 is a plan of Fig. 7 and Fig. 9 is a side view of a couple ofcylinders in accordance with Figs. 7 and 8.

The engines selected for illustration are Diesel engines, wherein, as iswell known, fuel oills injected by means of an air blast into a body ofair highly compressed in the cylinder, and ignited by the temperature ofthis air resulting from its compression. The engines shown are of thetwo-strokecycle type, though the invention is applicable as well toengines operating on the fourstroke cycle, and are illustrated as of theconstruction which is provided with valves nea1; the outer ends of. thecylinders for admission of supplementary air. engines the valves in theheads of the cylinder a consists of fuel injection valves 0 and startingair valves d. The air-for scavenging the cylinders and for supplying thebody of air which is compressed by the piston in each cylinder entersfrom the common conduit 1) through piston-controlled slots 4: (see Fig.5). -Valves fare arranged in this conduit to open and closecommunication between the interior of the conduit and slots 5for'admitting a supplementary and regulable supply of air to thecylinders. The fuel valve 0 is of known construction, and the startingvalve d, as iswell known, is used for admitting compressed air to startthe engine for either forward or backward running, the pistons beingdriven as in an air engine. The immediate operating devices for thesevalves com-priserockers 6 and 7 mounted on a shaft 8 and adapted to beput Reference will now be had more particu larly to the constructionshown in'Figs. 1 to.

r Patented July 9, 19 18.

In such .3. A common cam shaft 6 bears groups of cams h, z, hh 2' h h1?, k for operatingthe fuel injection valve '0, the starting valve d,andthe supplementary air valve f, rlelspectively. The cams h, 72. k areset at t e terminable, for running in one direction, the cams 2', 11 z'for running in the opposite direction.

proper angular position, readily de- The several valves are operatedfrom the cams by connectionsin theform of thrust j links 10, 11, and 12,links 10 and 11 being pivoted, respectively, to the valve rockers- 6 and7, 'and'link 12 to the stem 13 of'the .supplementary air valve f, thearrangement.

being such that the end of each link may be swung in an arc tangentialto a circle described about the axis of the cam shaftand lying withinthe cam projections. For convenience the relation may be described astangential with respect to the cam shaft. Mounted on these llllkS arecam rolls a, m,

3 45. 01 m n n m 11 the rolls '11-, n and 012 being for engagement withthe cams h,

h and b respectively, and the rolls m, m

and m for engagement with the cams i, "i?

and 6 To this end the two sets of rolls on each link are spacedlaterally so as to position them in the vertical planes of thecorresponding cams, and also axially, so that when the rolls n, n and nintercept the paths ofthe cams h, It and 72. the rolls m,

m and m are out of reach of the cams 2',

i and i and vice versa. Furthermore, the relation is such that the rollswhlch are in action may be shifted, within limits, rel'atively to theircams, in order to vary the time and thereby the duration of opening ofthe valves, as may be required by variations in the load. Thus, forexample, when the rolls m, m and m are directly on the center linesbetween the axis of the cam shaft e and the pivots of the links 10, 11.

. .three cams, and correspondingly three'cam 2 rolls, for each valve, acam and roll for running in one direction being disposed between a camand roll for runnlng in the reverse direction. This is shown in Figs. 1to 3,

where there are two cams h at opposite sides of .a cam z' in each group,and two rolls a on the end of each link spaced laterally from a singleroll m; The rolls are suitably mounted on parallel axes as shown. Asindicated in F ig.'4, however, two cams and two rolls may suflice ineach case, particularly on smaller machines.

The shifting of the links and cam rolls I transversely of the cam shaftfor reversing and for regulating admission irrespective of the directionof running may beeft'ected by any suitable means, as for'example a handwheel 8 acting on appropriate linkage. The hand wheel operates in asuitable mannerg' as by screw threads (not shown) on a connection 18connected to a pointer 19 and to the arm 20 of a bell-crank 21,on ashaft 22.

The particular arrangement and manner of connecting this linkage is notessential and the illustration thereof is accordingly somewhatschematic. The bell-crank has double arms 23 and 24 pivotally connectedto links 25 and 26, which in turn are pivoted to the valve-operatinglinks 10 and 11 on the axles of the cam rolls a and n In like manner thearm 20 of the bell-crank connects with the valve-operating link 12 bymeans of a link 27 For multicylinder engines it will be understood thata single hand wheel is suflicient, the same to be conncctedwith the arm20 of one of the bell-,cranks, all .of which are fixed to-the shaft 22and consequently obliged to move in unison.

Movement by the hand wheel between points I and II, as indicated by thepointer, is assumed to be sufiicient to change from the full aheadcondition of the valve gearing to full backward, and vice versa. vIfnow. it is desired to regulate the admission for lighter loads, this'canbe done by turning the hand wheel to shift the mechanism to theappropriate degree corresponding to the pointer positions 1, 2, 3.

Figs. 5 and 6 show forms of the reversing and regulating gearing whichare suitable more especially or larger machines. Here the hand wheel 8or other appropriate manual device is located horizontally at the lowerpart of the machine, and acts upon a vertically movable rod or link 30,hearing an index '31 cooperative with a scale 32, having the samepurpose as before. The upper end of the link 30 is pivoted to an arm 33on a shaft 34, which may be common to all the cylindersand bearreversely projecting arms 35 and 36 for each cylinder.

These arms,

as seen in Fig. 5, are connected by pivotal links 37 and 38 with thevalve-operating links 39 and 40, connected, respectively, with the fuelinjection valve rocker 6 and alever of the third order 41, which isconnected with the stem 13 of the supplementary air valve. The operatinglink for the starting valve is not shown, but it will be unde stood thatit may be similar to the link 3 and similarly shifted from the shaft 34.The relative arrangement of the cams and cam rolls is the sanieas hasbeen described, and it 'will-be perceived that-by shifting the verticallink 30 between thepositions I and II reversing 'of the valves may beeffected, while beyond this range the same movement may be utilized toeffect regulation of admission. 7

The construction of Fig. 6 is similar to that of Fig. 5, difleringtherefrom mainly in that the controlling mechanism is disposed betweenthe cam shaft and the engine. For convenience the parts of the linkageare designated by the same numerals as in the preceding view.

In the constructions illustrated in Figs. 1 to 6 the rolls of all thevalve gears are shifted when reversing, and also. when regulating theadmission without reversing. Consequently in the latter operation, thetime and duration of opening of all of the valves is changed. This,however, is important only in the case of the fuel injection valve, and,if desired, for the starting valve. If, as indicated in Figs. 1 to 6,the supplementary air or scavenging valves are also shifted in makingsuch adjustment,

I I link 52. Accordingly, with the hand wheel there is no disadvantageus far as two-cycle tors, however, more especially four cyclev engines,a shifting of the duration of admission as to the air and exhaust valvesshould not take place.

Figs. 7 to 9 illustrate a form of the 1nvention designed to meet caseswherein a numher of valve gears are to be shifted for're-' versing, andonly a part thereof for regulation of admission. In this particularinstance the latter adjustment is confined to the fuel'and startingvalves, while the sup plementary air valve, in the conduit 11, is

unaffected thereby. These views will now be briefly described.

Hand wheel 8 acts on-appropriatc connections 45, which movea pointer 46and an arm 47 rigid with a shaft 48 extending the length of the engine.The same arm is utilizcd to Shift the air valve operating link 49,through a connecting link 50. It will be understood that there are asmany of the arms 47 as there are cylinders, each connected by a link 50with the corresponding air valve operating link,.and that simultaneousoperation of all of these is secured by means of the common shaft 4C8.This shaftis likewise provided with an arm 51, which is connected by alink 52 with an arm 53 on another shaft 54 common to all the cylinders.The latter shaft bears pairs of arms 55 and 56 opposite the severalcylinders, and these arms are connected bylinks 57 and. 58 with theoperating links 59 and 60'of the fuel,

opening of the valves, While running in either direction, being affectedby the hand wheel 8, suitable limit stops may. be provided to preventthe latter causing move- .ment beyond the limits I-.-II. Adjustment ofthe fuel and starting valve gears independently of the air valve is hereshown as secured by thepnovision of additional means for moving thelinks 57 and 58, the same comprising a hand wheel 8 acting on a block 61slidable-on the arm 53 and constituting the pivot bearing for the lowerend of the s at rest and the arm 51 consequently held against movement,operation of the Wheel 8 swings the link 52 and thereby rocks the shaft54, which'in turn shifts the cam rolls the same time.

an and 'm. or n and n, as the case may be, suiliciently to regulate theadmission of the fuel or starting valves, butnot to such extent as toreverse the running conditions of their valve gears. This adjustmentdoes not affect the air valve link'49 with its rolls m, n, nor does itinterfere in any way with the reversal of all the valve gears at anytime. i

It will be understood that the fuel and starting valves are not inactual operation at By means .of suitable rcversing gearing, variousforms of whichare known, acting upon the eccentrics 9 the fuel valve isout of action when the starting valve is operative, and vice versa. Suchprovisions are familiar and call for no special illustration.

What is claimed as new is: 1. In an internal combustion engine, thecombination with fuel and starting valves,

of a common cam shaft carrying sets of a further control deviceoperative upon the valve rockers to place the valves selectively intoand out of operation.

' 2. In an internal combustion engine, the

combination with fuel and starting valves, of

a common cam shaft carrying sets of cams for both valves, each setcomprising cams placed for forward and backward running, respectively,operating connections interposed between the cam shaft and the valves,said connections including shiftable members carrying sets of cam rollsarranged-for "coiipera tion with the cor-responding forward and backwardoperation cams on the common cam shaft, areversin-g control operativeupon said roll-carrying members, and a further control deviceoperativeupon the valve rockers to place the valves selectively into and out ofoperation.

3. In an internal combustion engine, the combination with a cylinderhaving a plurality. of. valves, of a cam shaft having for each of saidvalves separate cams set for forward and backward running respectively,operating connections for the different valvesshiftable into operativerelation to the corresponding forward and backward cams alternately, acommon reversing de: vice connected with the operatin tions of all thevalves, and an in ependent conneccylinder having a plurality of valvesincludin a fuel injection valve, in combination with groups of cams foroperatmg the different valves, each group comprisin separate cams setfor forward and backwar running respectively, operating connections forthe different valves having each separate cam rolls adapted to bebrought into and out of operative relation to their respective forwardand backward cams in alternation, a reversing device connected bylinkage with all said connections to shift the same simultaneously, andmeans connected with said linkage for shifting'the connection of thefuel injection valve independently of the connections of part or all ofthe other valves to vary the time and duration of fuel admission.

5. In an internal combustion engine, a cylinder having-a plurality ofvalves including a fuel valve, in combination with groups of cams foroperating the respective valves, each group comprising cams set forforward and backward running respectively, connections for operating thevalves from the cams, and a control mechanism operable upon all saidconnections for reversing and upon the operating connections of a partof the valves. only for regulation of admission.

6. In an internal combustion engine, the

combination with fuel and starting valves,

of a common cam shaft carrying sets of cams for both valves, each setcomprising cams placed for forward and backward running, respectively,rockers for operating said valves, a common shaft whereon said rockersare mounted, eccentric journals on said shaft for controlling theoperative relation between" the rockers and the valves, valveoperatinglinks pivotally connected at one end with said rockers and having theiropposite ends positioned to be shifted about such pivotal connectiontransversely of the common cam shaft, sets of cam rolls carried by saidends of the links in arrangement to cooperate with the forward andbackward operation cams on the cam shaft, and a reversing control deviceand connections for shifting the valve links.

7. In an internal combustion engine, the

combination with a cylinder having fuel and starting valves in its head,rockers for actuating said valves, a common shaft whereon said rockersare mounted upon eccentric journals to bring the rockers selectivelyinto and out of operative relation to tha valves, a common cam shaft atthe side of the cylinder carrying sets of cams for both valves, each setcomprising cams placed for forward and backward running, dependingthrust links pivotally connected to the respective rockers and bearingeach a set of cam rolls cooperative with the corresponding forward andbackward operation cams -on the common cam shaft, a reversing shaft,linksconnecting the reversing shaft with the'thrust links to move thecam rolls transversely to the cam shaft, a rod extending downward fromthe reversing shaft, and a hand wheel connected with the lower portionof said rod to operate the reversing shaft.

8. In an internal combustion engine, the combination with a cylinderhaving fuel and starting valves in its head, rockers for actuating saidvalves, a common shaft whereon said rockers are mounted upon eccentricjournals to bring the rockers, selectively into and out of operativerelation to the valves, a common cam shaft at the side of the cylindercarrying sets of cams for both valves, each set comprising cams placedfor forward and backward running, depending thrust links pivotallyconnected to the respective rockers and bearing each a set of cam rollscooperative with the corresponding forward and backward operation cams'CARL DIETZE.

Witnesses:

CARL GUBLER, ARLON T. ADAMS.

